CA2420127C - Gasoline composition - Google Patents

Gasoline composition Download PDF

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Publication number
CA2420127C
CA2420127C CA002420127A CA2420127A CA2420127C CA 2420127 C CA2420127 C CA 2420127C CA 002420127 A CA002420127 A CA 002420127A CA 2420127 A CA2420127 A CA 2420127A CA 2420127 C CA2420127 C CA 2420127C
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Prior art keywords
ron
mon
gasoline composition
range
comp
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CA2420127A1 (en
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Gautam Tavanappa Kalghatgi
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Shell Internationale Research Maatschappij BV
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    • CCHEMISTRY; METALLURGY
    • C10PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10LFUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00Liquid carbonaceous fuels
    • C10L1/02Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
    • C10L1/023Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for spark ignition
    • CCHEMISTRY; METALLURGY
    • C10PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10LFUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00Liquid carbonaceous fuels
    • C10L1/02Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
    • CCHEMISTRY; METALLURGY
    • C10PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10LFUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00Liquid carbonaceous fuels
    • C10L1/04Liquid carbonaceous fuels essentially based on blends of hydrocarbons
    • C10L1/06Liquid carbonaceous fuels essentially based on blends of hydrocarbons for spark ignition

Abstract

The invention provides an unleaded gasoline composition comprising a major amount of hydrocarbons boiling in the range from 30 ~C to 230 ~C and 2 % to 20 % by volume, based on the gasoline composition, of diisobutylene, the gasoli ne composition having Research Octane Number (RON) in the range 91 to 101, Moto r Octane Number (MON) in the range 81.3 to 93, and relationship between RON an d MON such that(a) when 101 >= RON > 98, (57.65 + 0.35 RON) >= MON &g t; (3.2 RON- 230.2), and (b) when 98 >= RON >= 91, (57.65 + 0.35 RON) >= MON &gt ;= (0.3 RON + 54),with the proviso that the gasoline composition does not contain a MON- boosting aromatic amine optionally substituted by one or more halogen atoms and/or C1-10 hydrocarbyl groups; a process for the preparation of such a gasoline composition; and a method of operating an automobile powered by a spark-ignition engine equipped with a knock sensor, with improved power outp ut.

Description

GASOLINE COMPOSITION
FIELD OF THE INVENTION
This invention relates to gasoline compositions, and more particularly to unleaded gasoline compositions, their preparation and use.
BACKGROUND OF THE INVENTION
Since the phasing out of lead additives from gasoline began, oxygenates, and particularly methyl tertiary butyl ether (MTBE) and tertiary butyl alcohol (TBA) have been widely used as octane boosters. More recently, particularly in USA, concern has emerged over contamination of groundwater from accidental spills of unleaded gasoline from underground storage tanks. MTBE
and TBA are slow to degrade in groundwater, and MTBE can impart a noticeable unpleasant taste to drinking water in concentrations at the parts per billion level.
US Patent 2,819,953 (Brown and Shapiro, ass. Ethyl) discloses the use of certain fluoro-substituted amines, of formula H R.
~s N

n F
where R is hydrogen, alkyl, cycloalkyl, aryl, alkaryl or aralkyl; preferably limited to groups containing at most 10 carbon atoms, R is an alkyl group, preferably of from 1 to 4 carbon atoms, and n is 0 or an integer from 1 to 4. Example III (Column 2 lines 40 to 50) discloses addition of 70 parts of p-fluoroaniline to 1000 parts of a synthetic fuel consisting of 20ov toluene, 20%v diisobutylene, 20%v isooctane and 40%v n-heptane.
Example IV discloses addition of 59 parts of N-methyl-p-fluoroaniline to 1000 parts of the same synthetic fuel.
Table I (Column 4, lines 10 to 20) indicates that the Research Octane Number (RON) of the synthetic fuel itself is 77.1, that incorporation of 2.56% p-fluoroaniline raises the RON to 86, 2.16% of N-methyl-p-fluoroaniline raises the RON to 84.2, 2.56% of aniline raises the RON
to 80.1, and 2.160 of aniline raises the RON to 79.7.
US Patent 5,470,358 (Gaughan, ass. Exxon) discloses the motor octane number (MON) boosting effect of aromatic amines optionally substituted by one or more halogen atoms and/or C1_lo hydrocarbyl groups in boosting MON of unleaded aviation gasoline base fuel to at least about 98. The aromatic amines are specifically those of formula (Rl)n where R1 is C1_lo alkyl or halogen and n is an integer from 0 to 3, provided that when R1 is alkyl, it cannot occupy the 2- or 6- positions on the aromatic ring.
Example 5 (Column 6, lines 10 to 45) refers specifically to the above synthetic fuel of Example III of US Patent 2,819,953, and discloses that the MON of that fuel her se is 71.4, and that incorporation of 6%w variously of N-methylphenylamine, phenylamine, N-methyl-4-fluorophenylamine, 4-fluorophenylamine, N-methyl-2-fluoro-4-methylphenylamine and 2-fluorophenyl-4-methylphenylamine increased the MON from 71.4 respectively to 87.0, 85.8, 86.2, 84.5, 81.2 and 82.6.
Aromatic amines optionally substituted by one or more halogen atoms and/or C1_lo hydrocarbyl groups tend to be toxic, and aniline~is a known carcinogen. On toxicity grounds, their presence in gasoline compositions i:s therefore undesirable.
Japanese Patent Application JP08073870-A (Tonen Corporation) discloses gasoline compositions for two-cycle engines containing at least 10%v C.,_8 olefinic hydrocarbons and having 50a distillation temperature 93-105°C, a final distillation temperature 110-150°C and octane number (by the motor method) (i.e. MON) of at least 95. Available olefins include 1- and 3-heptene, 5-methyl-1-hexene, 2,3,3-trimethyl-1-butene, 4,4-dimethyl-2-pentene, 1,3-heptadiene, 3-methyl-1,5-hexadiene, 1-octene, 6-methyl-1-heptene, 2,4,4-trimethyl-1-pentene and 3,4-dimethyl-1,5-hexadiene. These compositions are said to achieve high output and low fuel consumption and do not cause seizure even at high compression ratios.
SUMMARY OF THE INVENTION
It has now been found possible to provide a gasoline composition capable of producing advantageous power outputs when used as fuel in a spark-ignition engine equipped with a knock sensor, by incorporating diisobutylene in certain gasoline compositions having RON
of at least 91 and MON not exceeding 93.-According to the present invention there is provided an unleaded gasoline composition comprising a major amount of hydrocarbons boiling in the range from 30°C to 230°C and 2o to 20% by volume, based on the gasoline composition, of diisobutylene, the gasoline composition having Research Octane Number (RON) in the range 91 to 101, Motor Octane Number (MON) in the range 81.3 to 93, and relationship between RON and MON such that (a) when 101 >_ RON > 98, (57.65 + 0.35 RON) >_ MON >
(3.2 RON-230.2), and (b) when 98 > RON >_ 91, (57.65 + 0.35 RON) >_ MON >_ (0.3 RON + 5 4 ) , with the proviso that the gasoline composition does not contain, a MON-boosting aromatic amine optionally S substituted by one or more halogen atoms and/or C1_lo hydrocarbyl groups.
DETAILED DESCRIPTION OF~THE INVENTION
Gasolines typically contain mixtures of hydrocarbons boiling in the range from 30°C to 230°C, the optimal ranges and distillation curves varying according to climate and season of the year. The hydrocarbons in a~
gasoline as defined above may conveniently be derived in known manner from straight-run gasoline, synthetically-produced aromatic hydrocarbon mixtures, thermally or catalytically cracked hydrocarbons, hydrocracked petroleum fractions or catalytically reformed hydrocarbons and mixtures of these. Oxygenates may be incorporated in gasolines, and these include alcohols (such as methanol, ethanol, isopropanol, tert.butanol and isobutanol) and ethers, preferably ethers containing 5 or more carbon atoms per molecule, e.g. methyl tert.butyl ether (MTBE). The ethers containing 5 or more carbon atoms per molecule may be used in amounts up to 15% v/v, but if methanol is used, it can only be in an amount up to 3% v/v, and stabilisers will be required. Stabilisers may also be needed for ethanol, which may be used up to 5o v/v. Isopropanol may be used up to loo v/v, tert-butanol up to 7o v/v and isobutanol up to loo v/v.
For reasons decribed above, it is preferred to avoid inclusion of tert.butanol or MTBE. Accordingly, preferred~gasoline compositions of the present invention contain 0 to loo by volume of at least one oxygenate selected from methanol, ethanol, isopropanol and isobutanol.
Advantageously, a gasoline composition of the present invention may contain 5o to 20o by volume of diisobutylene.
Diisobutylene is also known as 2,4,4-trimethyl-1-pentene.
Further preferred gasoline compositions of the present invention are compositions wherein MON is in the range 82 to 93 and the relationship between RON and MON
is such that (a) when 101 >_ RON > 98.5, (57.65 + 0.35 RON) >_ MON >
(3.2 RON-230.2), and (b) when 98.5 >_ RON >_ 91, (57.65 + 0.35 RON) >_ MON >_ (0.4 RON + 45.6).
The present invention additionally provides a process for the preparation of a gasoline composition as defined above which comprises admixing a major amount of hydrocarbons boiling in the range from 30°C to 230°C and 2o to 20% by volume, based on the gasoline composition, of diisobutylene.
Gasoline compositions as defined above may variously include one or more additives such as anti-oxidants, corrosion inhibitors, ashless detergents, dehazers, dyes and synthetic or mineral oil carrier fluids. Examples of suitable such additives are described generally in US
Patent No. 5,855,629.
Additive components can be added separately to the gasoline or can be blended with one or more diluents, forming an additive concentrate, and together added to the gasoline.
Still further in accordance with the present invention there is provided a method of operating an automobile powered by a spark-ignition engine equipped with a knock sensor, with improved power output, which comprises introducing into the combustion chambers of said engine a gasoline composition as defined above.
The invention will be further understood from the following illustrative examples thereof, in which, unless otherwise indicated, parts, percentages and ratios are by volume, and temperatures are in degrees Celsius.
In the examples which follow, fuel blends were formulated from isooctane, n-heptane, xylene, tertiary butyl peroxide (TBP), methyl tertiary butyl ether (MTBE), di-isobutylene (DIB) and alkylate, platformate, light straight run, isomerate and raffinate refinery components set forth in Table 1 following:-a~

In L~ N t~ N
~

t11 a0 O O1 M
N .

~N CO L~ L~ O O 01 t-I d~
r-I 01 N M

N LC1 r1 M L(1 l0 t~ 00 N
' N r1 P', N

O I~ O ~ 01 r1 It1 d~ L~ O ~ O L~ ~ M O~ t11 N l0 OD

O O ~D M M W ~
M

01 ri H

1~

u .ii ll) d~ N r1 O
N

, O 10 O U1 N
~ b1 a0 ~ ~

~ (d 1 ' ~
~ a l O

D M M O O d~ M

~ M

d~ M r1 i-1 M LI1 l~
r1 N

l~

tii lf1 01 L~ M
l0 O

O N r1 r1 l0 N 10 Lf7 Il>
N lp Il) Lf1 p, .

L tD O N r1 M c-I op 111 c0 l~ t11 r1 l~ l~ d~ OD N
lD O

N ~-1 r1 N

N

d~ O N N V~ l0 L(1 L~ l0 c-~
L~ l0 (If,j j In t!1 O r1 di N M N L~ t0 " r-I Ill I

H ~ ~ ~ N ~r m N
~o ~

M r1 r1 N

W

N ~ ' O l0 l11 O L(1 O

N O1 CO r1 O
M

L!1 0 0 0 O O O ttl N M
0 O d~

01 ~-I 01 M t~ O
N a1 d' r-1 r-1 r-I

ri O O O d' O O
'u O l0 O O M O

O OO O O c-I O cp O N M f~
L~

41 rl M O M O

Lf) r1 r) N

N a1 U

~ c>i ~ F', N N
O~ H

\ r1 01 ./.J.t- W i ~ ~l-1 cn p ~ S.~ o ,-~ ,-.~z co O oW U7 4-! O O '~' -r1 ,fa G,' N U U O !-1 'S.,' U ~ t~ a1 ~ ~

J.. td .1J 4a N f-1 cd .-1 ~
1 td .f., .C, r1 ~ ,~-I
1J (~ W

~-I U G; ~ W r1 F.,''"~' ,~ r-I oh 1.1 td --~ X51 ~ oW oh N ~, N O N ~ I 4-I <v ~,' U1 r1 ,C,' ~ ~ ',~ .k' ~-' r1 to f1, 5.1..1 N O N\ G~\owd ~~oOOW
N PaOH ~n O rd G of m ~ ~-1 -~1 m PW-I
r1 N ~I cn ~ t5t N u~ o~
z In W pr1 UWHOZ~'A', NoW -~ HHHE~w W

W '~' W ~ P.iWR;A
~

~r io '"'' ~o io t~
,.

'H to ~a a~

+~

oy uo L t~1d~

O ~ u1 H

1~

,s7 ~

_~1 O1 00 W
~, ~

~ a r-i co 0 a ~, v O N d~ l~ tn N

p~

r1 O1 N

r~ 00 LL

~riN

l~ l~

(a O ~ .-.

U p ,~ tn to ~

N O M
l ~

r O 01 N

ri 00 N pa ri N

H

0o in o t11 N L~

ri r1 N

to r-I

H ~' d~ r1 N

x 01 01 O

r-I

N

o U

U ~ 0 ~ 0 c!i N r1 N tf1 .l-~ N co U .r',.u !~ A r1 O rtf(d N

v .~, .~ U
H H

N N o a N ~
~

E
~

R., N O m w ~ W

'~

~ q _ 9 _ The fuel blends of Examples 1 to 11 (containing DIB) and Comparative Examples A to Q (not containing DIB) are set forth in Table 2 following:-z H

M to 'd~d~ r1d~L~ ODIn d~~OC~ d~O

N r1M r1M M N r1 l0N r1 N N N M M
N

O ODOD~ O1c0 a0a0a0 00m a0 a0a0c0 00a0 a0 00.

U

l~L~V~ a0O1 l0OD N N L~ ODO r1 O !f1 N

O Q1,-~N r1 ,-IO O N r101 O H r1 N r1 ri O 01O 01 Q101 O1O101 01Q1O 01O~O~ 0101 U

t y n tm n u~ u1 u~

-1M M i'''1L~ N L~L~ L~00d~ 01l001 d~
d~

y N O M l0d' d'01L~ N O l~ N V~M 00d~
d~

0101Q1 0101 4100N 0101Op 010101 0101 00r1n-IN t0 Lf1CO l0L~N 00-I N

c O1Q1O N r1 r1d~M l0L(1M r1. N 00N
M M

0000O~ ~ O~ O~00~O 000000 0101d1 O101 d~l0lf1Ll101 10Vi COO1t~ 00LI1L~ l0 hi V~r-1lD O t~ L~d~N 00111r1 d~L(111100l0 Lfl 0101Q1 O 01 Q10101 01O~O1 010101 01O1 c-1 N

N

N

N v .u H

RaN

in J~ N (fS

ow(~' u1 N cp l~ow,S

~ H

N ~ ow ow r1M Lf1 (Y., ([f r1ow ~--~ U] .y..1 N ~l U N oW(".., U1 N . ,- N
~

J-1LiN p'., Q',ow O N r1 W

f~'~31-i~ U1 d1V~ r1W ri ~ ,5r PO

O a a ~

U .u. fy. O
G', O O U (d oWow owM ow owow ((Sow QI O O .1-~ N V~ N O O LIlow 1.JO
ow U1O U M d~ N - tn r1N ~tlU r1 t11 O -r1m O

U W O ~ W O

Ul r1r1 t-1N N N N v-1r-1r1 ilkr1 r1 L!1ow-r~~,~ (.~illJ3aalowQI /~,~ f~,-r~~, FI;

N Lfl ow owow owowow ow ow owowow owow ow .1.)N ~O00 O O L(1d001 O i0O O LnU1 00O
Ll1 O t~l~lD 00O1 O1M M 10M M 01L~Q1 O101 L(1O O O O Lf1L~ N N O

r-Ir-IN N r1 ~ r1r1 ,--~~ N O O O O O
O

W

r-1 H

A

U FCP~lU laW

r-1N M cy(7 l0L a0 01~

r1 ~ E ~ E E

W U U U U U
U

H

a0N N M l~ COO1N r-1l0LC1 ~

N N N M r1 01r1N M r1N

' U

o\o o N
M l0l0 c001 C~N 10 l0L~01 r1O O r1N N O O r101Q
p o10141 01O~ 010101 O1OD01 U N

01 OD01 L~
Q',lpN M ~HL~ O M ~ t~N ri r-1 ow d~ c~

OD M
O ~O~-IN N In O M dW ~ N o0 U]

r1 -4-1 Ul (~

Q t0t0 r1 (i$ S-i P~i~O~Hd~ l~O O M d~ L~N t!1 ofQ~01 01O O O101 01O1O\ o\o ~

O
U W td ..~i a~

N
a N a~ 3 a~a~ N N ~ p., Q, a .~
f3~ f1iW Oa' F' N o U U N Pa-rl N
N -r w ~ ~ ~ ~ G ~ ~ N

W t0 '~ N
ow ~, owow owowt31 tn V~ ri W W tmo M m N N
N N G; ~ ~ ~,'N N N N rtt o\o O ~ ti 0wow .u~ ~ ~ c~u'~
Ra .N O O U J.~.1J.1..l1Jr-Ir1 O
U N r1N O U U U U rt1 O O Gi O O O O O -~-I

U O r-ICd . . tnO 0 0 0 U O ~
UlFC.!-1r-Ir1 r1UlN U7U!1-IU~ Ul N ~ owO ~ ~ ow~
~ ~J1 -r1 owo 0 owdw o oww w w 1 lDO UJ O O O M ~ i~N O
O o1c-I-r1o1m rio1o1 O101U

ccf O

o\o ow r O O O o O O o o O o O

-rl O
H U

U

C7x H h ~,'f-l~ Z O W Ot -r -II

W G~R~ Paf~ ~ Q,f~ C~P~O, U E
it ~ E ~ ~ ~ ~ E ~ E ~ ~ N O

W U U U U U U U U U U U

In Table 2 above, AKI, Anti-Knock Index, is the . average of RON and MON ((RON)+MON)/2), and is posted on dispensing pumps at retail gasoline outlets in USA (under the abbreviation (R+M)/2). COND MAX is the upper limiting value for MON and COND MIN is the lower limiting value for MON for the given RON value according to the provisions:-(a) 101,>_RON >98, (57.65+0.35 RON)>_MON>(3.2 RON-230.2), and .
(b) 98 >_RON >_91, (57.65 + 0.35 RON)>_MON>_(0.3 RON +54).
It will be noted that in the case of each of Examples 1 to 11, the MON value falls within the range permitted by provisions (a) and (b) above. In the case of the comparison examples, all of which fall outside the scope of the present invention, by virtue of containing no DIB, Comp. A to Comp. P have MON values above the COND MAX
value allowed by provisions (a) and (b) above, whilst Comp. Q has a MON within the range allowed by provisions (a) and (b) above .
In the tests which follow it will be shown via single cylinder engine tests that the fuels of Examples 1 to 11 give lower knock intensities under the same engine operating conditions as the most closely corresponding fuels of the comparative examples. Some further tests were effected on a chassis dynamometer using a car equipped with a knock sensor, namely a SAAB 9000 2.3t, as will be hereinafter described.
SINGLE CYLINDER ENGINE TEST
The test was conducted using a single cylinder "RICARDO HYDRA" (trade mark) engine of 500 ml displacement (bore 8.6 cm, stroke 8.6 cm, connecting rod length 14.35 cm). The engine was a 4-valve pent-roof engine with centrally mounted spark plug. Compression ratio was 10.5, exhaust valve opening at 132 crank angle degrees, exhaust valve closing at 370 crank angle degrees, intake valve opening at 350 crank angle degrees and intake valve closing at 588 crank angle degrees. Oil temperature and coolant temperature were maintained at S 80°C.
Pressure was measured with a "KISTLER" (trade mark) 6121 pressure transducer and pressure signals were analysed using an "AVL INL1ISKOP" (trade mark) analyser.
Fuel/air mixture strength was monitored using a "HORIBA
EXSA-1500" (trade mark) analyser, and was maintained within 0.2a of the stoichiometric value (lamda = 1). The fluctuating pressure signal associated with knock was extracted by filtering the pressure signal between 5kHz and lOkHz using electronic filters, amplified electronically, and the maximum amplitude of this fluctuating pressure signal was measured every engine cycle. The average of the maximum amplitude values over 400 consecutive cycles was taken as a measure of knock intensity. The sensitivity of the pressure transducer was set at 50 bar=1V. With this sensitivity, calibration of the whole system showed that an average maximum amplitude of the signal of 1V was equivalent to a knock intensity (peak to peak amplitude of the knock signal) of 1.064 bar. In the results which follow, knock intensity (KI) is presented in terms of average maximum amplitude of the knock signal in volts.
In a typical experiment the following steps were followed:
1. The engine is first run on stabilisation conditions (3000 RPM, full throttle) for 15 minutes on unleaded gasoline of 95 RON.
2. Bring engine to operating condition (Ignition at 2 degrees after top dead centre, Full throttle, 1200 RPM).

3. Switch to test fuel and run for 5 minutes.
4. Monitor mixture strength using the "Horiba" analyser, adjust fuel injection pulse to get lambda=1.
5. Advance ignition till evidence of knock is seen on pressure signal.
6. Retard ignition by 1 degree.
7. Note is made on test sheet of Test No., Ignition Timing, brake torque and knock intensity.
8. Advance ignition by 0.5 degrees and repeat step 7 10. till knock intensity exceeds 0.8 V.
9. Drain existing fuel, switch to the next fuel and repeat steps 3 to 8.
Thus the knock intensity (KI) is measured at different ignition timings. ~ .
As ignition is advanced for a given fuel, the engine knocks more and knock intensity increases.
Knock limited spark advance (KLSA) is defined as the ignition timing when knock intensity (KI) exceeds a chosen threshold value. Values of KLSA, in units of crank angle degrees (CAD), at different threshold values of KI, were recorded, and results are given in Tables 3 to 13 following for each of Examples 1 to 12 in comparison with the~respective most closely comparable (in terms of RON) of the comparative examples. For the experiments recorded in Tables 3 to 8, which form one internally coherent series (Series I), KLSAs were measured at KIs of 0.25v (KLSA 1), 0.5v (KLSA 2) and 0.8v (KLSA 3). At this stage, the engine was reassembled on a different test bed, after removing engine deposits. The experiments in Tables 9 to 13 then followed, and form a different internally consistent series (Series II) in which the engine was less prone to knock on any given fuel compared to Series I. In Series II, KLSAs were measured at KIs of 0.4v (KLSA 4) and 0.8v (KLSA 5). The larger the value of KLSA, the lower is the knock intensity at a given ignition timing, and the more resistant the fuel is to knock.
Table 3 (Series I) Example DIB RON MON AKI KLSA KLSA KLSA
% 1 2 3 (CAD) (CAD) (CAD) 1 15 94.4 89.8 92.1 2.4 3.3 4.05 Comp. 0 94.8 91 92.9 1.2 2.1 2.7 A

Comp. 0 95.5 93.8 94.65 -0.2 0.85 1.7 B

Comp. 0 95.7 92.1 93.9 0.45 1.85 2.65 C

Comp. 0 95.9 93 94.45 -0.45 0.65 1.65 F

Comp. 0 96 , 96 96 -2.3 -0.93 0.3 G

Table 4 (Series I) Example DIB RON MON AKI KLSA KLSA KLSA
% 1 2 3 (CAD) (CAD) (CAD) 2 ZO 91.6 89.1 90.35 0.25 1.2 1.9 Comp. 0 94 91.8 92.9 -0.45 0.53 1.4 H

Comp. 0 94 92 93 -2.2 -2 -1.4 I

Comp. 0 95.5 93.8 94.65 -0.2 0.85 1.7 B ~

Comp. 0 95.9 93 94.45 -0.45 0.65 1.65 F

Comp. 0 96 96 96 -2.3 -0.93 0.3 G

Table 5 (Series I) Example DIB RON MON AKI KLSA KLSA KLSA
% 1 2 3 (CAD) (CAD) (CAD) 3 20 96.5 90.1 93.3 4.2 5.5 6.7 Comp. 0 97.6 92 94.8 4.1 5.35 6.6 J

Comp. 0 98 98 98 -0.3 1.6 2.6 D

Comp. 0 96.6 92.2 94.4 2.3 3.7 4.8 E

Table 6 (Series I) Example DTB RON MON AKI KLSA KLSA ICLSA
% 1 2 3 (CAD) (CAD) (CAD) 4 20 100.5 92.2 96.35 10.1 12.5 14.5 Comp. 0 100.6 95.3 97.95 7.46 10.8 14.3 K

Table 7 (Series I) Example DIB RON MON AKI KLSA KLSA KLSA
% 1 2 3 (CAD) (CAD) (CAD) 10 97.9 91.6 94.75 5.7 7.5 8.93 Comp. 0 100 100 100 5.4 7.2 8.5 L

Comp. 0 98 98 98 -0.3 1.6 2.6 D

Table 8 (Series I) Example DIB RON MON AKI KLSA KLSA KLSA
% 1 2 3 (CAD) (CAD) (cAD) 6 5 97 91:5 94.25 1.4 2.5 3.3 Comp. 0 98 98 98 -0.3 1.6 2.6 D

Table 9 (Series II) Example DIB RON MON AKI KI,SA KLSA
% 4 5 (CAD) (CAD) 7 15 94.6 84.8 89.7 6.3 7.7 Comp. 0 95.1 88.4 91.75 5.9 7.1 Q

Comp. 0 96 96 96 5.2 6.4 G

Table 10 (Series II) Example DIB RON MON AKI KLSA KLSA
% 4 5 (CAD) (CAD) 8 17 92.4 83 87.7 4.5 5.5 Comp. 0 93 93 93 2.1 3.0 M

Comp. 0 94 94 94 3.2 4.3 N

_ 17 _ Table 11 (Series II) Example DIB RON MON AKI KLSA KLSA
% 4 5 . (CAD) (CAD) 9 18 98.8 86.6 92.7 11.0 13.1 Comp. 0 100 100 100 9.4 10.9 L

Table 12 (Series II) Example DIB RON MON AKI KLSA KLSA
% 4 5 (CAD) (CAD) 19.25 95.9 85.7 90.8 7.4 8.6 Comp. 0 96 96 96 5.2 6.4 G

Comp. 0 97 97 97 7.3 8.4 O

Table 13 (Series II) Example DIB RON MON AKI KLSA KLSA
% 4 5 (CAD) (CAD) 11 20 91.7 83.2 87.45 3.3 4.6 Comp. 0 92 92 92 1.1 2.1 P

Comp. 0 93 93 93 2.1 3.0 M

Comp. 0 94 94 94 3.2 4.3 N

From Tables 3 to 13, it will be seen that each of the fuels of Examples 1 to 11 has surprisingly higher values of KLSA than those of the Comparative Examples of higher but comparable RON and higher AKI but not containing DIB.
S CAR TESTS ON CHASSIS DYNAMOMETER
The car used was a SAAB 9000 2.3 t, which had a turbo-charged spark ignition engine of 2.3 1 equipped with a knock sensor.
In a first series of tests, the fuel of Example 10 10 was used in comparison with that of Comp. G. Vehicle tractive effort (VTE) and acceleration times were measured for each fuel.

For each acceleration time three measurements were taken. At each fuel change, the car was conditioned with seven consecutive_accelerations in 4th gear, 75o throttle from 1500 RPM to 3500 RPM before taking the readings.
Within each sequence the temperature was constant to within 0.3°C (mean 28°C) and the barometric pressure (1005 mbar) and~the humidity (relative humidity of 180) also remained unchanged.
VTE was measured at full throttle in 4th gear at 1500 RPM, 2500 RPM and 3500 RPM. In addition, three acceleration times were measured viz for 75% throttle acceleration in 4~h gear from 1200 RPM to 3500 RPM (AT1), for full throttle acceleration in 4th gear from 1200 RPM
to 3500 RPM (AT2) and in 5th gear from 1200 RPM to 3300 RPM (AT3). The six performance parameters were measured on the car with the fuels used in the sequence 10/G/10/G/10/G.
Results are given in Table 14 following.

O 00 Lf7 Lf1 M O M O l17 l0 lf1 Lf1 M d0 111 t!1 Lf1 O O

M Lt1 l0 r1 r-I d~ r1 M M N H
LI1 lD O1 'd~ N d~
ill 00 M r1 ~

r1 N N r1 r1 N N r1 N N r1N
r1 N O N r1 N
r1 r1 N N N N N N N N N N N N N N
N N N N N N

u7 M M N Lf1 Lf1 O O O 00 M O r1117 ' O
' N d N M O O 01 (V O1 N O
N d O r1 r-1 r1 r/
M M ,~ O

M M cr M M M V~ M M M d~ M d~
M d~ M M M Vi d~

c-I r-I [-i ri r-I r1 r-Ir~
r~ r1 ri r1 c-I ri r-I ri c-i ~-i ri ri ~;

O

a0 O M CO M M II1 M 00 M O 01O
L(7 O M O O tI1 (1jH O ~ V~ r1 N 01 M M O Ill d~O
O d~ M O N O
N d' Ei FC d~ ~ ch M M M d~ M M di M
M d~ M M M M
M V~

, p -1 r-I ri r1 r~ r1 r~ r-Ir1 c-I r1 r-1 r~ r1 r) r1 r1 r~ c-1 r~l N

U
U

r1 ri r1 N v-I v-1 ri N N M N N N
M ('7 M M M

O l~ I~ l0 O
In L(1 ~Dl0 O r1 a1 r~ 01 r-I O1 ~-I

M N M N M N M N

M

di4a~ t ~ ~ p O 01 O L~ r1 r-I l~ r~l~

M N M N M N M N

N

H

ao o ,-i ow o o ,-101 O N N M c-I M N M H

O N N N N N N N N

H

H

00 m O O

O l0 O l0 O l0 O l0 01 01 01 O1 01 01 01O~

p ~ ~ L L

Iw o tn ~ ui ~ two m 01 O Q1 m 01 tb01 r1,' U1 lp LO lp !l7 lD LnlD
' O

r~

4-1 ~ U ~ C7 ~ C7 O O

O
r1 ~ O O
X

w U LJ
W U ~ ~
U

From Table 14, it can be seen that the fuel of Example 10, containing 19.25% DIB, gave surprisingly superior power and acceleration than that of Comp. G, which had similar RON, but significantly higher AKT.
In a second series of tests VTE values alone were measured, as above, with the difference that the fuel of Example 7 was tested in comparison with the commercial base gasoline blend of Comp. Q, in fuel sequence 7/Q/7/Q/7/Q/7.
Results are give in Table 15 following.
Table 15 Fuel of VTE (kgf) at Example RON MON AKI 1500 rpm 2500 rpm 3500 rpm 7 94.6 84.8 89.7 214 302 300 Comp. Q 95.1 88.4 91.75 ' 213 300 299 7 94.6 84.8 89.7 213 302 302 Comp. Q 95.1 88.4 91.75 213 301 298 7 94.6 84.8 89.7 216 303 299 Comp. Q 95.1 88.4 91.75 215 300 298 7 94.6 84.8 89.7 214 302 302 Mean for 94.6 84.8 89.7 214.3 302.3 300.8 Mean for 95.1 88.4 91.75 213.7 300.3 298.3 Comp. Q

It will be noted that despite having AKI two units lower than Comp. Q, the fuel of Example 7 gave more power output.

Claims (6)

1. An unleaded gasoline composition comprising a major amount of hydrocarbons boiling in the range from 30°C to 230°C and 2% to 20% by volume, based on the gasoline composition, of diisobutylene, the gasoline composition having Research Octane Number (RON) in the range 91 to 101, Motor Octane Number (MON) in the range 81.3 to 93, and relationship between RON and MON such that (a) when 101 >= RON > 98, (57.65 + 0.35 RON) >= MON >
(3.2 RON-230.2), and (b) when 98 >= RON >= 91, (57.65 + 0.35 RON) >= MON >=
(0.3 RON + 54), with the proviso that the gasoline composition does not contain a MON-boosting aromatic amine optionally substituted by one or more halogen atoms and/or C1-10 hydrocarbyl groups.
2. A gasoline composition according to Claim 1 which contains 0 to 10% by volume of at least one oxygenate selected from methanol, ethanol, isopropanol and isobutanol.
3. A gasoline composition according to Claim 1 or 2 which contains 5% to 20% by volume of diisobutylene.
4. A gasoline composition according to any one of Claims 1 to 3 wherein MON is in the range 82 to 93 and the relationship between RON and MON is such that (a) when 101 >= RON > 98.5, (57.65 + 0.35 RON) >= MON >
(3.2 RON-230.2), and (b) when 98.5 >= RON >= 91, (57.65 + 0.35 RON) >= MON
>= (0.4 RON + 45.6).
5. A process for the preparation of a gasoline composition according to any one of Claims 1 to 4 which comprises admixing a major amount of hydrocarbons boiling in the range from 30°C to 230°C and 2% to 20% by volume, based on the gasoline composition, of diisobutylene.
6. A method of operating an automobile powered by a spark-ignition engine equipped with a knock sensor, with improved power output, which comprises introducing into the combustion chambers of said engine a gasoline composition according to any one of Claims 1 to 4.
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